Door arrangement for an aircraft segment

ABSTRACT

A door arrangement for an aircraft segment, which door arrangement comprises a passenger door, a fuselage portion accommodating the passenger door, and a girt bar for arming and disarming an emergency slide. The passenger door is movable relative to the fuselage portion between a raised position and a lowered position. The girt bar is connectable by means of a connecting arrangement to the passenger door and/or to the fuselage portion. The connecting arrangement comprises a mechanism which is configured to, during arming of the emergency slide, actuate a locking mechanism of an engagement device fastened to the fuselage portion, such that the girt bar is fixed in a decouplable manner to the engagement device.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the German patent application No.102019102267.3 filed on Jan. 30, 2019, and the German patent applicationNo. 102019102263.0 filed on Jan. 30, 2019, the entire disclosures ofwhich are incorporated herein by way of reference.

BACKGROUND OF THE INVENTION

The present invention relates to a door arrangement for an aircraftsegment. The invention furthermore relates to an aircraft segmentequipped with a door arrangement of this type.

BACKGROUND OF THE INVENTION

A door arrangement used in a modern transport aircraft is commonlyequipped with an emergency slide kinematic system which comprises a girtbar, an emergency slide connected to the girt bar, and a selector leverprovided in the region of an inner side of the passenger door. When thepassenger door is open and when the passenger door is closed in thedisarmed state of the emergency slide, the girt bar is fastened to thepassenger door. The arming of the emergency slide is performed by meansof a manual actuation of the selector lever mechanism in the closedstate of the passenger door. The arming of the emergency slide induces amovement of the girt bar, as a result of which the girt bar enters intoengagement with an engagement device provided in the region of afuselage portion, which accommodates the passenger door and which isdesigned, for example, in the form of a door frame portion, of thetransport aircraft. If the passenger door is then opened in an emergencysituation, the girt bar decouples from the passenger door as a result ofthe lifting movement of the passenger door. At the same time, the girtbar is locked in its position in the engagement device. As a result, theemergency slide is attached, so as to be ready for use, to the aircraftstructure.

SUMMARY OF THE INVENTION

The present invention is directed to an object of specifying a doorarrangement for an aircraft segment, and an aircraft segment, which areequipped with an emergency slide kinematic system which is of simpledesign and is reliable.

A door arrangement for an aircraft segment comprises a passenger doorand a fuselage portion accommodating the passenger door. The passengerdoor is movable relative to the fuselage portion, which accommodates thepassenger door, between a raised position and a lowered position. Thefuselage portion may be designed, for example, in the form of a doorframe and have a door opening that accommodates the passenger door.Furthermore, the door arrangement comprises a girt bar for arming anddisarming an emergency slide. The girt bar is connectable by means of aconnecting arrangement to the passenger door and/or to the fuselageportion. Accordingly, an emergency slide connected to the girt bar canbe selectively connected to the passenger door and/or to the fuselageportion by means of the connecting arrangement.

The connecting arrangement comprises a mechanism which is configured to,during arming of the emergency slide, actuate a locking mechanism of anengagement device fastened to the fuselage portion, in such a way thatthe girt bar is fixed in a decouplable manner to the engagement device.By means of the interaction of the mechanism of the connectingarrangement with the locking mechanism of the engagement device, thegirt bar is thus fixed to the engagement device immediately during thearming of the emergency slide.

Thus, in the case of the door arrangement described here, the emergencyslide is securely connected to the fuselage portion already in the armedstate, and an additional locking step that first takes place during theactivation of the emergency slide is avoided. Furthermore, the mechanismfor actuating the locking mechanism of the engagement device isintegrated into the connecting arrangement. The door arrangement isaccordingly distinguished by an emergency slide kinematic system whichis of simple design and small construction and which is reliable.

The mechanism of the connecting arrangement is preferably configured toconnect the girt bar to the passenger door in the disarmed state of theemergency slide. In this way, an inadvertent triggering of the emergencyslide during the opening of the passenger door is reliably prevented. Inaddition or alternatively, the engagement device of the connectingdevice may be configured to connect the girt bar to the fuselage portionin the armed state of the emergency slide. It is thereby ensured that,in an emergency situation, the emergency slide is securely connected tothe fuselage portion and is operational without limitation.

The mechanism of the connecting arrangement is preferably furthermoreconfigured to, during disarming of the emergency slide, that is to say,during a transfer of the emergency slide from its armed state into itsdisarmed state, actuate the locking mechanism of the engagement devicefastened to the fuselage portion, in such a way that the lockingmechanism is unlocked. By means of the unlocking of the lockingmechanism, the decoupling of the girt bar from the engagement device ispossible, such that the girt bar can be decoupled from the fuselageportion and connected to the passenger door again. It is thus also thecase for the unlocking of the locking mechanism that no separateunlocking step and no separate mechanism are required—rather, theunlocking of the locking mechanism takes place automatically during thecourse of the disarming of the emergency slide.

The connecting arrangement is preferably furthermore configured to,during the aiming of the emergency slide, hold the girt bar positionallyfixed relative to the passenger door situated in its lowered position.In other words, in the case of the passenger door arrangement, it ispreferably the case that the position of the girt bar relative to thepassenger door is not changed during the transition from disarming toaiming of the emergency slide in the lowered state of the passengerdoor. In this way, a complex interface between passenger door, girt barand fuselage portion, which can lead to difficult or complex handlingand also interruptions during production and maintenance, is avoided. Inparticular, it is possible to dispense with a complex kinematic systemowing to the transfer of the girt bar between the passenger door and thefuselage portion. The emergency slide securing system of the doorarrangement can then be designed to be particularly lightweight, simpleand robust with regard to handling and tolerances.

The mechanism preferably comprises a holding element. The holdingelement may be fastened to the passenger door. The holding element is,in particular, rotatable about a first rotary axle relative to thepassenger door between a holding position and a release position. Forexample, the holding element may be configured to be transferred fromits holding position into its release position by means of ananticlockwise rotation about the first rotary axle. In its holdingposition, the holding element is preferably configured to connect thegirt bar to the passenger door. Accordingly, in the disarmed state ofthe emergency slide, the holding element is preferably situated in itsholding position and in engagement with the girt bar. In this way, thegirt bar is securely fixed to the passenger door in the disarmed stateof the emergency slide. By contrast, in its release position, theholding element is preferably configured to release the girt bar.Accordingly, during the arming of the emergency slide, the holdingelement is preferably rotated about the first rotary axle from itsholding position into its release position. In this way, the girt bar isreleased and decoupled from the passenger door.

The holding element may, for example, be designed in the form of a leverwith lever arms extending from the first rotary axle. In the region of afirst end, the holding element preferably comprises a receiving portionwhich is configured to receive the girt bar, and hold the latter in itsposition relative to the passenger door, when the holding element issituated in its holding position in the disarmed state of the emergencyslide. The receiving portion may be designed, for example, in the formof a curved lever arm and positioned so as to engage under the girt barwhen the holding element is situated in its holding position.

Furthermore, the holding element may be equipped, in the region of asecond end, with a first actuation portion which is configured toactuate the locking mechanism of the engagement device such that thegirt bar is fixed in a decouplable manner to the engagement device whenthe holding element is rotated about the first rotary axle relative tothe passenger door from its holding position into its release positionduring the arming of the emergency slide. The first actuation portionmay, for example, be configured to come into contact with the lockingmechanism of the engagement device and subject the locking mechanism toa pressure force, which locks the locking mechanism, when the holdingelement is transferred from its holding position into its releaseposition by means of an anticlockwise rotation about the first rotaryaxle.

The receiving portion of the holding element may comprise a secondactuation portion which is configured to actuate the locking mechanismof the engagement device, such that the locking mechanism is unlockedwhen the holding element is rotated about the first rotary axle relativeto the passenger door from its release position into its holdingposition during the disarming of the emergency slide. The secondactuation portion may be arranged directly in the region of the firstend of the holding element. In particular, the second actuation portionmay be configured to come into contact with the locking mechanism of theengagement device and subject the locking mechanism to a pressure force,which unlocks the locking mechanism, when the holding element istransferred from its release position into its holding position by meansof a clockwise rotation about the first rotary axle.

The mechanism preferably also comprises an arresting element. Thearresting element may be fastened to the passenger door, adjacently withrespect to the holding element. The arresting element is, in particular,rotatable about a second rotary axle relative to the passenger doorbetween a decoupled position and an arresting position. The secondrotary axle of the arresting element extends preferably substantiallyparallel to the first rotary axle of the holding element. For example,the arresting element may be configured to be transferred from itsdecoupled position into its arresting position by means of ananticlockwise rotation about the second rotary axle. In its arrestingposition, the arresting element is preferably configured to arrest theholding element in its holding position and/or its release position.

An arresting position that the arresting element assumes in order toarrest the holding element in its holding position may differ from anarresting position that the arresting element assumes in order to arrestthe holding element in its release position. For example, in anarresting position in which it arrests the holding element in itsrelease position, the arresting element may, relative to its decoupledposition, be rotated a few degrees further anticlockwise about thesecond rotary axle than in an arresting position in which it arrests theholding element in its holding position.

In its decoupled position, the arresting element is preferablyconfigured to permit a rotation of the holding element about the firstrotary axle. When the arresting element is situated in its decoupledposition, it is preferably not in contact with the holding element.Accordingly, the holding element can then be transferred from itsholding position into its release position or from its release positioninto its holding position.

If the passenger door is situated in its raised position and theemergency slide is disarmed, the holding element is preferably, asdescribed above, arranged in its holding position and arrested by meansof the arresting element situated in its arresting position. During thelowering of the passenger door, the arresting element is preferablytransferred from its arresting position into its decoupled position. Asa result, a movement of the holding element from its holding positioninto its release position, and consequently a decoupling of the girt barfrom the passenger door, are made possible. If the passenger door israised in the armed state of the emergency slide, that is to say, in astate in which the girt bar is fixed to the fuselage portion and islocked in a decoupable manner to the engagement device, the arrestingelement is preferably moved from its decoupled position into itsarresting position again. The arresting element then passes intoengagement with the holding element again, and fixes the holding elementin its release position. It is thereby ensured that the raising of thepassenger door is not impeded by an interaction of the holding elementwith the girt bar.

The arresting element may, for example, similarly to the holdingelement, be designed in the form of a lever with lever arms extendingfrom the second rotary axle. In the region of a first end, the arrestingelement preferably comprises a first arresting device which isconfigured to engage with a complementary second arresting device of theholding element in order to arrest the holding element in its holdingposition and/or its release position when the arresting element issituated in its arresting position. The second arresting device of theholding element may comprise a first and a second arresting projectionwhich may extend from a surface, facing toward the arresting element, ofthe holding element. The first arresting device of the arresting elementmay then be in engagement selectively with the first or the secondarresting projection of the second arresting device of the holdingelement in order to arrest the holding element selectively in itsholding position or its release position.

The first arresting projection is preferably arranged further remotefrom the first rotary axle, and closer to the second end of the holdingelement, than the second arresting projection. Accordingly, the holdingelement is preferably rotated further anticlockwise about the firstrotary axle when the first arresting device of the arresting element isin engagement with the second arresting projection than when the firstarresting device of the arresting element is in engagement with thefirst arresting projection. Consequently, the holding element ispreferably arrested in its holding position when the first arrestingdevice of the arresting element engages under the first arrestingprojection. By contrast, the holding element is preferably arrested inits release position when the first arresting device of the arrestingelement engages under the second arresting projection.

Furthermore, the arresting element may be equipped, in the region of asecond end, with a decoupling device which is configured to, during thelowering of the passenger door, abut against an abutment surface, whichis formed on the engagement device, in order to rotate the arrestingelement about the second rotary axle from its arresting position intoits decoupled position. In a preferred embodiment of the passenger doorarrangement, the arresting element is preloaded into its arrestingposition, for example by means of a spring. By means of the interactionof the decoupling device with the abutment surface of the engagementdevice, the arresting element can then be rotated clockwise, counter tothe spring-imparted preload force acting on the arresting element, aboutthe second rotary axle in order to transfer the arresting element fromits arresting position into its decoupled position.

The passenger door arrangement preferably furthermore comprises anactivation device which is configured to activate the arming anddisarming of the emergency slide. In particular, the activation devicemay be configured to trigger a movement of the holding element betweenits holding position and its release position. The activation devicemay, for example, comprise a manually actuatable selector lever which isprovided in the region of an inner side of the passenger door and whichis connected to the mechanism of the connecting arrangement and, inparticular, to the holding element of the mechanism. For this purpose,the activation device may for example comprise a Bowden cable, the firstend of which is connected to the selector lever and the second end ofwhich is connected to the mechanism, in particular to the holdingelement.

An actuation of the selector lever is then converted into acorresponding movement of the holding element between its holdingposition and its release position. In particular, the holding elementcan be moved from its holding position into its release position bymeans of a corresponding actuation of the selector lever during thearming of the emergency slide. By contrast, during the disarming of theemergency slide, the holding element is preferably transferred from itsrelease position into its holding position by means of a correspondingactuation of the selector lever.

The engagement device fastened to the fuselage portion may comprise aholding portion. The holding portion extends preferably substantiallyparallel to the passenger door and substantially perpendicular to thegirt bar. Furthermore, the holding portion extends preferablysubstantially perpendicular to the abutment surface which is formed onthe engagement device and against which the decoupling device of thearresting element abuts during the lowering of the passenger door. Inthe holding portion, there may be formed a receiving recess which isconfigured to receive the girt bar. Accordingly, the shape and the sizeof the receiving recess are preferably adapted to the shape and the sizeof the girt bar.

The locking mechanism of the engagement device preferably comprises alock apparatus which is rotatable about a third rotary axle between anunlocking position and a locking position. When it is situated in itsunlocking position, the lock apparatus is preferably configured topermit a decoupling of the girt bar from the engagement device. Bycontrast, in its locking position, the lock apparatus is configured tofix the girt bar to the engagement device.

Furthermore, the locking mechanism of the engagement device may comprisea blocking mechanism which is configured to, during the arming of theemergency slide, be actuated by the mechanism in order to block the lockapparatus in its locking position. The blocking mechanism is preferablydesigned so as to be actuatable by the first actuation portion of theholding element when the holding element is, during the arming of theemergency slide, rotated about the first rotary axle relative to thepassenger door from its holding position into its release position.Accordingly, the blocking mechanism is preferably configured to beactuated by a pressure force which is exerted on the blocking mechanismby the first actuation portion of the holding element when the holdingelement, during the arming of the emergency slide, is transferred fromits holding position into its release position by means of ananticlockwise rotation about the first rotary axle.

Furthermore, the blocking mechanism is preferably configured to, duringthe disarming of the emergency slide, be actuated by the mechanism ofthe connecting arrangement in order to eliminate the blocking of thelock apparatus in its locking position. The blocking mechanism is, inparticular, designed so as to be actuatable by the second actuationportion of the holding element when the holding element is, during thedisarming of the emergency slide, rotated about the first rotary axlerelative to the passenger door from its release position into itsholding position. Accordingly, the blocking mechanism is preferablyconfigured to be actuated by a pressure force which is exerted on theblocking mechanism by the second actuation portion of the holdingelement when the holding element, during the disarming of the emergencyslide, is transferred from its release position into its holdingposition by means of a clockwise rotation about the first rotary axle.

The lock apparatus is, in particular, configured to, during the loweringof the passenger door in the disarmed state of the emergency slide,interact with the girt bar such that the lock apparatus is rotated fromits unlocking position into its locking position. In particular, thelock apparatus is configured to come into contact with the girt barduring the lowering of the passenger door in the disarmed state of theemergency slide. As soon as the girt bar bears against the lockapparatus, the girt bar preferably exerts a pressure force on the lockapparatus, as a result of which the lock apparatus is rotated clockwiseabout the third rotary axle from its unlocking position into its lockingposition.

The lock apparatus may furthermore be configured to, during the raisingof the passenger door in the disarmed state of the emergency slide, too,interact with the girt bar such that the lock apparatus is rotated fromits locking position into its unlocking position. For example, the lockapparatus may be designed such that, during the raising of the passengerdoor in the disarmed state of the emergency slide, the girt bar comesinto contact with the lock apparatus and exerts a pressure force on thelock apparatus, as a result of which the lock apparatus is rotatedanticlockwise about the third rotary axle from its locking position intoits unlocking position.

In addition or alternatively, the lock apparatus may, however, also bepreloaded by spring means into its unlocking position. The lockapparatus may then be configured to be rotated about the third rotaryaxle from its unlocking position into its locking position by a forcewhich is exerted on the lock apparatus by the girt bar during thelowering of the passenger door and which opposes the spring-impartedpreload force. During the raising of the passenger door, thespring-imparted preload force may then effect or assist the returnmovement of the lock apparatus from its locking position into itsunlocking position.

In a preferred embodiment, the lock apparatus comprises a first lock armwhich extends from the third rotary axle. The first lock arm ispreferably configured to engage over the girt bar when the passengerdoor is situated in its lowered state. The first lock arm then servesfor fixing the girt bar to the engagement device. In particular, thefirst lock arm may engage over the girt bar in the lowered state of thepassenger door such that the girt bar is fixed in the receiving recessof the holding portion.

Furthermore, the lock apparatus may comprise a second lock arm whichextends from the third rotary axle. The second lock arm is preferablyconfigured to engage under the girt bar when the passenger door issituated in its lowered state. In the case of such an embodiment of thelock apparatus, the girt bar comes into contact with the second lockarm, and exerts a pressure force on the second lock arm, during thelowering of the passenger door. As a result, the lock apparatus isrotated clockwise about the third rotary axle from its unlockingposition into its locking position, in which the second lock arm finallyengages under the girt bar, while the first lock arm engages over thegirt bar.

Thus, in the lowered state of the passenger door, the first and thesecond lock arm of the lock apparatus situated in its locking positionform a type of “gripper” which encloses the girt bar. An angle definedby the first and the second lock arm of the lock apparatus is, inparticular, adapted to an outer diameter and an outer contour of thegirt bar. Furthermore, the angle must be selected such that, during thelowering of the passenger door, the girt bar can be moved past the firstlock arm of the lock apparatus, which at this point in time is situatedin its unlocking position, and abut against the second lock arm. Forexample, the first and the second lock arm of the lock apparatus maydefine an angle of approximately 70 to 90°.

In order to permit particularly secure fixing of the girt bar to theengagement device, the first lock arm may comprise a first portion,which is arranged adjacent to the third rotary axle, and a secondportion, which defines a free end of the first lock arm and which isinclined relative to the first portion in the direction of the secondlock arm. The angle defined by the first and the second portion of thefirst lock arm may for example lie in a range of approximately 135 to170°.

The blocking mechanism may comprise a first lock element which is formedon the lock apparatus and which extends from the third rotary axle. Thefirst lock element preferably extends from the third rotary axle in sucha way that the first lock element forms an angle>90° both with the firstlock arm and with the second lock arm of the lock apparatus. Forexample, the first lock element may be designed in the form of a plateor of a block with an opening formed therein.

Furthermore, the blocking mechanism preferably comprises a second lockelement of complementary form with respect to the first lock element.The second lock element is preferably rotatable about a fourth rotaryaxle between a non-engagement position and an engagement position. Whensituated in its non-engagement position, the second lock elementpreferably releases the first lock element in order to eliminate theblocking of the lock apparatus in its locking position. By contrast,when arranged in its engagement position, the second lock element ispreferably in engagement with the first lock element in order to blockthe lock apparatus in its locking position.

The second lock element preferably comprises a lever aim which extendsfrom the fourth rotary axle. Furthermore, the second lock element maycomprise a pin which is attached to the lever arm such that, when thesecond lock element is transferred from its non-engagement position intoits engagement position, said pin is received in the opening formed onthe first lock element. By means of the interaction of the pin of thesecond lock element with the opening of the first lock element, the lockapparatus can then be reliably blocked in its locking position.

Furthermore, the blocking mechanism may comprise a third lock elementwhich is rotatable about a fifth rotary axle between a non-engagementposition and an engagement position. When situated in its non-engagementposition, the third lock element preferably releases the second lockelement in order to permit a rotation of the second lock element fromits engagement position into its non-engagement position. By contrast,when arranged in its engagement position, the third lock element ispreferably in engagement with the second lock element in order to fixthe second lock element in its engagement position.

A detent opening may be formed on the second lock element. For example,the detent opening may be formed in the lever arm of the lock element.By contrast, the third lock element may be equipped with a detent lug.When both the second lock element and the third lock element aresituated in their engagement position, the detent lug of the third lockelement can project through the detent opening of the second lockelement and bear against a detent surface which is formed adjacent tothe detent opening on the lever arm of the lock element.

The second lock element may comprise a first actuation element which isconfigured to, during the arming of the emergency slide, be actuated bythe mechanism in order to move the second lock element from itsnon-engagement position into its engagement position. In particular, thefirst actuation element may be configured to be actuated by a force, inparticular a pressure force, which is exerted on the first actuationelement by the first actuation portion of the holding element when theholding element, during the arming of the emergency slide, istransferred from its holding position into its release position by meansof an anticlockwise rotation about the first rotary axle. By means ofthe force exerted on the first actuation element by the first actuationportion of the holding element, the second lock element is thenpreferably rotated clockwise about the fourth rotary axle from itsnon-engagement position into its engagement position.

The first actuation element of the second lock element may extend, forexample in the region of a free end of the second lock element, upwardsfrom a top side of the lever arm of the second lock element. Inparticular, the first actuation element may comprise a carrier portionwhich extends substantially perpendicularly upwards from the top side ofthe lever arm and which bears a contact portion which extendssubstantially perpendicular to the carrier portion and substantiallyparallel to the lever arm. The first actuation portion of the holdingelement may then come into contact with the contact portion and causethe second lock element to perform a clockwise rotation about the fourthrotary axle when the holding element, during the arming of the emergencyslide, is rotated anticlockwise about the first rotary axle from itsholding position into its release position. The pin of the second lockelement may extend substantially perpendicular to the contact portionfrom a bottom side, facing toward the lever arm, of the contact portion.

In addition or alternatively, the third lock element may comprise asecond actuation element which is configured to, during the disarming ofthe emergency slide, be actuated by the mechanism in order to move thethird lock element from its engagement position into its non-engagementposition. In particular, the second actuation element may be configuredto be actuated by a force, in particular a pressure force, which isexerted on the second actuation element by the second actuation portionof the holding element when the holding element, during the disarming ofthe emergency slide, is transferred from its release position into itsholding position by means of a clockwise rotation about the first rotaryaxle. By means of the force exerted on the second actuation element bythe second actuation portion of the holding element, the third lockelement is then preferably rotated clockwise about the fifth rotary axlefrom its engagement position into its non-engagement position.

In a preferred embodiment, the second lock element is preloaded into itsnon-engagement position by spring means. By contrast, the third lockelement is preferably preloaded into its engagement position by springmeans. Then, during the aiming of the emergency slide, the second lockelement is moved into its engagement position, counter to thespring-imparted preload of the second lock element, by means of theforce exerted on the second lock element by the mechanism, that is tosay, by the first actuation portion of the holding element, until thesecond lock element enters into engagement with the third lock element,which is situated in its engagement position, and is locked in itsengagement position by the third lock element. By contrast, during thedisarming of the emergency slide, the third lock element is moved intoits non-engagement position, counter to the spring-imparted preload ofthe third lock element, by means of the force exerted on the third lockelement by the mechanism, that is to say, by the second actuationportion of the holding element. As a result, the third lock elementdisengages from the second lock element, such that the second lockelement is moved back into its non-engagement position again owing toits spring-imparted preload.

An aircraft segment comprises a door arrangement described above.

BRIEF DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the door arrangement according to theinvention is illustrated in the appended schematic drawings. In thedrawings:

FIG. 1 shows a diagrammatic sketch of an aircraft segment whichcomprises a door arrangement equipped with an emergency slide kinematicsystem, wherein a passenger door of the door arrangement is situated ina raised position and an emergency slide is disarmed;

FIG. 2 shows a diagrammatic sketch of the aircraft segment as per FIG.1, wherein the passenger door of the door arrangement is situated in alowered position and the emergency slide is disarmed;

FIGS. 3a and 3b show diagrammatic sketches of the aircraft segment asper FIG. 1, wherein the passenger door of the door arrangement issituated in a lowered position and the emergency slide is armed; and

FIG. 4 shows a diagrammatic sketch of the aircraft segment as per FIG.1, wherein the passenger door of the door arrangement is situated in araised position and the emergency slide is armed.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the description that follows, for the purposes of explanation but notlimitation, specific details will be described in order to impart abasic understanding of the technology proposed here. It is self-evidentto a person of average skill in the art that the present technology maybe realized in other exemplary embodiments which depart from thesespecific details.

FIGS. 1 to 4 each show an aircraft segment 1 equipped with a doorarrangement 10, wherein the external shapes of the door arrangement 10and of the aircraft segment 1 are merely schematically indicated. Thedoor arrangement 10 comprises a passenger door 11, which is illustratedonly in certain portions, and a fuselage portion 2 accommodating thepassenger door 11. The passenger door 11 is movable relative to thefuselage portion 2, which may for example be designed in the form of adoor frame equipped with a door opening, and which is likewise merelyschematically indicated in the figures, between a raised position and alowered position.

Furthermore, the door arrangement 10 comprises a girt bar 12 for armingand disarming an emergency slide 13. For this purpose, the girt bar 12is connected, as main interface part, to the emergency slide 13, whichis likewise merely schematically indicated in the figures. The girt bar12 is connectable by means of a connecting arrangement 14 to thepassenger door 11 and/or to the fuselage portion 2. The connectingarrangement 14 comprises both passenger-door-side components, that is tosay components assigned to the passenger door 11, andfuselage-portion-side components, that is to say, components assigned tothe fuselage portion 2. The passenger-door-side components of theconnecting arrangement 14 can be seen particularly clearly in an upperregion of FIGS. 1 and 4. By contrast, the fuselage-portion-sidecomponents of the connecting arrangement 14 can be seen particularlyclearly in a lower region of FIGS. 1 and 4.

The connecting arrangement 14 of the door arrangement 10 comprises amechanism 16 which is assigned to the passenger-door-side components ofthe connecting arrangement 14 and which is configured to connect thegirt bar 12 to the passenger door 11 in a disarmed state of theemergency slide 13 as illustrated in FIGS. 1 and 2. In the case of theemergency slide kinematic system illustrated in the figures, themechanism 16 is fastened exclusively to the passenger door 11 and not tothe fuselage portion 2, to a cabin floor or to some other element of theaircraft segment 1.

Furthermore, the connecting arrangement 14 comprises an engagementdevice 18 which is assigned to the fuselage-portion-side components ofthe connecting arrangement 14 and which is configured to connect thegirt bar 12 to the fuselage portion 2 in an armed state of the emergencyslide 13 as illustrated in FIGS. 3a, 3b and 4. In the case of theemergency slide kinematic system illustrated in the figures, theengagement device 18 is fastened exclusively to the fuselage portion 2and not to the passenger door 11. The engagement device 18 comprises alocking mechanism 20, which is configured to fix the girt bar 12 to theengagement device 18 in a decouplable manner in the armed state of theemergency slide 13.

The locking mechanism 20 is actuated by the mechanism 16. In particular,the mechanism 16 is configured to actuate the locking mechanism 20during the arming of the emergency slide 13 such that the lockingmechanism 20 is activated and locked and the girt bar 12 is consequentlyfixed in a decouplable manner to the engagement device. It is therebyensured that the girt bar 12 is fixed to the engagement device 18 andconsequently to the fuselage portion 2 already during the aiming of theemergency slide 13.

Furthermore, the mechanism 16 is configured to, during a disarming ofthe emergency slide 13, that is to say, during a transfer of theemergency slide 13 from its armed state into its disarmed state, actuatethe locking mechanism 20 such that the locking mechanism 20 is unlocked.By means of the unlocking of the locking mechanism 20, the decoupling ofthe girt bar 12 from the engagement device 18 is possible, such that thegirt bar 12 can be decoupled from the fuselage portion 2 and connectedto the passenger door 11 again.

The connecting arrangement 14 is furthermore configured to, during thearming of the emergency slide 13, hold the girt bar 12 positionallyfixed relative to the passenger door 11 situated in its loweredposition. Accordingly, in the case of the door arrangement 10, it is thecase that the position of the girt bar 12 relative to the passenger door11 is not changed during the transition from disarming to arming of theemergency slide 13 in the lowered state of the passenger door 11.

The mechanism 16 assigned to the passenger-door-side components of theconnecting arrangement 14 comprises a holding element 22 and anarresting element 24. The holding element 22 is fastened to thepassenger door 11 so as to be rotatable about a first rotary axle D1relative to the passenger door 11. By means of a rotation about therotary axle D1, the holding element 22 can be moved between a holdingposition, shown in FIGS. 1 and 2, and a release position, illustrated inFIGS. 3a, 3b and 4. In particular, as is clear from a comparison ofFIGS. 1 and 2 with FIGS. 3a, 3b and 4, the holding element 22 istransferred from its holding position into its release position by meansof an anticlockwise rotation about the first rotary axle D1 during thearming of the emergency slide 13. Conversely, the holding element 22 isreturned from its release position into its holding position by means ofa clockwise rotation about the first rotary axle D1 during the disarmingof the emergency slide 13.

The arming and disarming of the emergency slide 13 is activated by meansof an activation device 26, which is merely schematically indicated inthe figures. The activation device 26 comprises a manually actuatableselector lever, which is provided in the region of an inner side of thepassenger door 11 but which is not illustrated in the figures, and aBowden cable, which is likewise not shown in the figures. A first end ofthe Bowden cable is connected to the selector lever, whereas a secondend of the Bowden cable is connected to the holding element 22. In thisway, an actuation of the selector lever can be converted into acorresponding movement of the holding element 22.

In particular, during the arming of the emergency slide 13, the holdingelement 22 is moved from its holding position, shown in FIGS. 1 and 2,into its release position, illustrated in FIGS. 3a, 3b and 4, by meansof a corresponding actuation of the selector lever which induces ananticlockwise rotation of the holding element 22 about the first rotaryaxle D1. By contrast, during the disarming of the emergency slide 13,the holding element 22 is transferred from its release position,illustrated in FIGS. 3a, 3b and 4, into its holding position, shown inFIGS. 1 and 2, by means of a corresponding actuation of the selectorlever which induces a clockwise rotation of the holding element 22 aboutthe first rotary axle D1.

In its holding position, the holding element 22 is configured to connectthe girt bar 12 to the passenger door 11. For this purpose, the holdingelement 22, which in the variant of a door arrangement 10 shown in thefigures is designed in the form of a lever with lever arms extendingfrom the first rotary axle D1, comprises a receiving portion 28 arrangedin the region of a first end of the holding element 22. The receivingportion 28 is designed here in the form of a curved lever arm andengages under the girt bar 12 when the holding element 22 is situated inits holding position in the disarmed state of the emergency slide 13. Inthis way, the holding element 22, when arranged in its holding positionin the disarmed state of the emergency slide, is in engagement with thegirt bar 12 and securely fixes the girt bar 12 to the passenger door 11.

By contrast, the receiving portion 28 of the holding element 22 ispositioned laterally offset in relation to the girt bar 12 with respectto a longitudinal axis L of the girt bar 12, and releases the girt bar12 when the holding element 22, as shown in FIGS. 3a, 3b and 4, issituated in its release position in the aimed state of the emergencyslide 13. The girt bar 12 is then no longer fixed to the passenger door11 by means of the holding element 22. Accordingly, the holding element22 and the girt bar 12 disengage when the passenger door 11 is raised inthe armed state, as illustrated in FIG. 4.

A first and a second actuation portion 64, 66 are provided on theholding element 22. The first actuation portion 64 is arranged in theregion of a second end of the holding element 22. By contrast, thesecond actuation portion 66 is arranged in the region of the first endof the holding element 22 and is formed by an end portion of thereceiving portion 28 of the holding element 22.

The arresting element 24 serves for arresting the holding element 22selectively in its holding position or in its release position. In theembodiment of a door arrangement 10 shown in the figures, the arrestingelement 24 is fastened to the passenger door 11 adjacently with respectto the holding element 22 and is rotatable about a second rotary axle D2relative to the passenger door 11 between a decoupled position, shown inFIGS. 2, 3 a and 3 b, and an arresting position, illustrated in FIGS. 1and 4. The second rotary axle D2 of the arresting element 24 extendssubstantially parallel to the first rotary axle D1 of the holdingelement 22. By means of an anticlockwise rotation about the secondrotary axle D2, the arresting element 24 is transferred from itsdecoupled position into its arresting position. By contrast, a clockwiserotation of the arresting element 24 about the second rotary axle D2 hasthe effect that the arresting element 24 is transferred from itsarresting position into its decoupled position.

When the arresting element 24 is situated in its arresting position, itinteracts with the holding element 22 such that a rotation of theholding element 22 about the first rotary axle D1 is prevented. In thisway, the holding element 22 can be arrested selectively in its holdingposition or in its release position, see FIGS. 1 and 4. By contrast,when the arresting element 24 is situated in its decoupled position, itis not in contact with the holding element 22, such that the holdingelement 22 can rotate freely about the first rotary axle D1, see FIGS.2, 3 a and 3 b. Accordingly, the holding element 22 can then betransferred from its holding position into its release position or fromits release position into its holding position.

The arresting element 24 is designed in the form of a lever with leverarms extending from the second rotary axle D2. In the region of a firstend, the arresting element 24 comprises a first arresting device 30.When the arresting element 24 is situated in its arresting position, thefirst arresting device 30, which may be formed for example by an endportion of a lever arm of the arresting element 24, is in engagementwith a complementary second arresting device 32 of the holding element22. In this way, the holding element 22 is arrested in its holdingposition and/or in its release position. The second arresting device 32of the holding element 22 comprises a first and a second arrestingprojection 34, 36 which extend substantially parallel to one anotherfrom a surface, facing toward the arresting element 24, of the holdingelement 22. The first arresting projection 34 is arranged further remotefrom the first rotary axle D1, and closer to a second end of the holdingelement 22, than the second arresting projection 36.

By means of the interaction of the first arresting device 30 of thearresting element 24 with the first arresting projection 34 of thesecond arresting device 32 of the holding element 22, the holdingelement 22 is arrested in its holding position, as shown in FIG. 1. Bycontrast, by means of the interaction of the first arresting device 30of the arresting element 24 with the second arresting projection 36 ofthe second arresting device 32 of the holding element 22, the holdingelement 22 is arrested in its release position, as shown in FIG. 4.Accordingly, the holding element 22 is rotated further anticlockwiseabout the first rotary axle D1 in its release position, when the firstarresting device 30 of the arresting element 24 is in engagement withthe second arresting projection 36 of the holding element 22, than inits holding position, when the first arresting device 30 of thearresting element 24 is in engagement with the first arrestingprojection 34 of the holding element 22.

It is thus also the case that the arresting position that the arrestingelement 24 assumes in order to arrest the holding element 22 in itsholding position differs from the arresting position that the arrestingelement 24 assumes in order to arrest the holding element 22 in itsrelease position. In particular, in the variant of a door arrangement 10shown in the figures, in its arresting position in which it arrests theholding element 22 in its release position, as shown in FIG. 4, thearresting element 24 is, relative to its decoupled position illustratedin FIGS. 2, 3 a and 3 b, rotated a few degrees further anticlockwiseabout the second rotary axle D2 than in its arresting position in whichit arrests the holding element 22 in its holding position, as shown inFIG. 1.

In the region of its second end, the arresting element 24 is equippedwith a decoupling device 38 which, in the embodiment of a doorarrangement 10 shown here, is designed in the form of a curved lever armof the arresting element 24. The decoupling device 38 is configured to,during the lowering of the passenger door 11, abut against an abutmentsurface 40 formed on the engagement device 18. By means of theinteraction of the decoupling device 38 of the arresting element 24 withthe abutment surface 40 of the engagement device 18, the arrestingelement 24, which is preloaded into its arresting position by means of aspring 42, is rotated clockwise about the second rotary axle D2, andthus transferred from its arresting position into its decoupled positionillustrated in FIGS. 2, 3 a and 3 b, counter to the force of the spring42.

If the passenger door 11 is situated in its raised position as shown inFIG. 1 and the emergency slide 13 is disarmed, the holding element 22is, as described above, arranged in its holding position and arrested bymeans of the arresting element 24 situated in its arresting position.During the lowering of the passenger door 11, the arresting element 24is rotated clockwise about the second rotary axle D2, and thustransferred from its arresting position into its decoupled position, seeFIGS. 2, 3 a and 3 b, by means of the interaction of the decouplingdevice 38 of the arresting element 24 with the abutment surface 40 ofthe engagement device 18. As a result, a movement of the holding element22 from its holding position into its release position, and consequentlya decoupling of the girt bar 12 from the passenger door 11, are madepossible.

If, as shown in FIG. 4, the passenger door 11 is now raised in the armedstate of the emergency slide 13, that is to say, in a state in which thegirt bar 12 is fixed to the fuselage portion 2 and is locked in adecouplable manner to the engagement device 18, the decoupling device 38of the arresting element 24 moves away from the abutment surface 40 ofthe engagement device 18, such that the arresting element 24 rotatesanticlockwise about the second rotary axle D2 owing to the preload forceof the spring 42, and thus moves back from its decoupled position intoits arresting position again. Here, the first arresting device 30 of thearresting element 24 enters into engagement with the second arrestingprojection 36 of the second arresting device 32 of the holding element22, such that the holding element 22 is fixed in its release position,see FIG. 4.

The engagement device 18 fastened to the fuselage portion comprises abase plate 44, which extends substantially parallel to a cabin floor(not illustrated in the figures) of the aircraft segment 1. The abutmentsurface 40, which is designed for interacting with the decoupling device38, is formed by a part of a top side of the base plate 44. The baseplate 44 is formed as a single piece with a holding portion 46, whichextends substantially parallel to the passenger door 11 andsubstantially perpendicular to the girt bar 12 and to the base plate 44.In the holding portion 46, there is formed a receiving recess whichreceives the girt bar 12 when the passenger door 11 is situated in itslowered position, as shown in FIGS. 2, 3 a and 3 b, and when thepassenger door 11 is raised in the armed state of the emergency slide13, as illustrated in FIG. 4. The shape and the size of the receivingrecess 48 are adapted to the shape and the size of the girt bar 12. Inthe case of the door arrangement 10 illustrated in the figures, thereceiving recess is of U-shaped form and is thus suitable for receivingthe girt bar 12, which has a substantially circular cross section.

The locking mechanism 20 of the engagement device 18 comprises a lockapparatus 50, which is rotatable about a third rotary axle D3 between anunlocking position, shown in FIG. 1, and a locking position, illustratedin FIGS. 2, 3 a, 3 b and 4. When situated in its locking position, thelock apparatus 50 permits a decoupling of the girt bar 12 from theengagement device 18. By contrast, in its locking position, the lockapparatus serves for fixing the girt bar 12 to the engagement device 18.A spring 52 resiliently preloads the lock apparatus 50 into itsunlocking position shown in FIG. 1.

The lock apparatus 50 comprises a first lock arm 54, which extends fromthe third rotary axle D3, and a second lock arm 56, which likewiseextends from the third rotary axle D3. In the exemplary embodiment of adoor arrangement shown in the figures, the first and the second lock arm54, 56 of the lock apparatus 50 define an angle of approximately 80°.The first lock arm 54 comprises a first portion 54 a, which is arrangedadjacent to the third rotary axle D3, and a second portion 54 b, whichis arranged in the region of a free end of the first lock arm 54. Thesecond portion 54 b is inclined relative to the first portion 54 a inthe direction of the second lock arm 56. Here, the first and the secondportion 56 a, 56 b of the first lock arm 54 define an angle ofapproximately 135°.

As can be seen most clearly from a comparison of FIGS. 1 and 2, the lockapparatus 50 is configured to, during the lowering of the passenger door11 in the disarmed state of the emergency slide 13, interact with thegirt bar 12 such that the lock apparatus 50 is rotated from itsunlocking position into its locking position. In particular, during thelowering of the passenger door 11 in the disarmed state of the emergencyslide 13, the girt bar 12 exerts a pressure force on the second lock arm56 of the lock apparatus 50, as a result of which the lock apparatus 50is rotated clockwise about the third rotary axle D3 from its unlockingposition into its locking position. By contrast, during the raising ofthe passenger door 11 in the disarmed state of the emergency slide 13,the lock apparatus 50 is rotated back anticlockwise about the thirdrotary axle D3 from its locking position into its unlocking position bythe force of the spring 52.

When the lock apparatus 50 is arranged in its locking positionillustrated in FIGS. 2, 3 a, 3 b and 4, the first lock arm 54 engagesover the girt bar 12, whereas the second lock arm 56 engages under thegirt bar 12. Accordingly, the two lock arms 54, 56 of the lock apparatus50 form a “gripper” which encloses the girt bar 12 and which holds thegirt bar 12 in its position in the engagement device 18, wherein, inparticular, the first lock arm 54, which engages over the girt bar 12,serves for fixing the girt bar 12 in the receiving recess 48 of theengagement device.

Furthermore, the locking mechanism 20 comprises a blocking mechanism 58which is configured to, during the arming of the emergency slide 13, beactuated by the mechanism 16 of the connecting arrangement 14 in orderto block the lock apparatus 50 in its locking position. Furthermore, theblocking mechanism 58 is configured to, during the disarming of theemergency slide 13, be actuated by the mechanism 16 in order toeliminate the blocking of the lock apparatus 50 in its locking position.

The blocking mechanism 58 comprises a first lock element 60, which isformed integrally with the lock apparatus 50. The first lock element 60extends, similarly to the two lock arms 54, 56 of the lock apparatus 50,from the third rotary axle D3, and forms an angle>90° with each of thetwo lock arms 54, 56 of the lock apparatus 50. An opening 62 is formedin the first lock element. Furthermore, the blocking mechanism 58comprises a second lock element 65 of complementary form with respect tothe first lock element. The second lock element 65 is rotatable about afourth rotary axle D4 between a non-engagement position, shown in FIGS.1 and 2, and an engagement position, illustrated in FIGS. 3a, 3b and 4.When situated in its non-engagement position, the second lock element 65releases the first lock element 60 in order to eliminate the blocking ofthe lock apparatus 50 in its locking position. By contrast, whenarranged in its engagement position, the second lock element 65 is inengagement with the first lock element 60 in order to block the lockapparatus 50 in its locking position.

The second lock element 65 comprises a lever arm 67 which extends fromthe fourth rotary axle D4 in the direction of the lock apparatus 50. Adetent opening 68 is formed in the lever arm 67. Furthermore, the secondlock element 65 is equipped with a first actuation element 70. The firstactuation element 70 is configured to, during the arming of theemergency slide 13, interact with the mechanism 16 in order to move thesecond lock element 65 from its non-engagement position into itsengagement position. The first actuation element 70 extends, in theregion of a free end of the second lock element 65, upwards from a topside of the lever arm 67, and comprises a carrier portion 72 whichextends substantially perpendicularly upwards from the top side of thelever arm 67. The carrier portion 72 bears a contact portion 74, whichextends substantially parallel to the lever arm 67.

From a bottom side, facing toward the lever arm 67, of the contactportion 74, a pin 76 projects substantially parallel to the carrierportion 72. The pin 76 is configured to be received in the opening 62 ofthe first lock element 60. By means of the interaction of the pin 76with the opening 62 of the first lock element 60, the lock apparatus 50,which is formed integrally with the first lock element 60, is fixed inits locking position. A spring 77 serves for preloading the second lockelement 65 into its non-engagement position illustrated in FIGS. 1 and2.

Finally, the blocking mechanism comprises a third lock element 78, whichis rotatable about a fifth rotary axle D5 between a non-engagementposition, shown in FIG. 2, and an engagement position, illustrated inFIGS. 1, 3 a, 3 b and 4. When situated in its non-engagement position,the third lock element 78 releases the second lock element 65, such thata rotation of the second lock element 65 from its engagement position,shown in FIGS. 3a, 3b and 4, into its non-engagement position,illustrated in FIGS. 1 and 2, is possible. By contrast, the third lockelement 78 fixes the second lock element 65 in its engagement positionwhen said third lock element is itself situated in its engagementposition.

The third lock element 78 is equipped with a detent lug 80 which isconfigured to interact with the detent opening 68 provided on the secondlock element 65. In particular, the detent lug 80 projects through thedetent opening 68 and lies against a detent surface 82 of the secondlock element 65 when both the second lock element 65 and the third lockelement 78 are situated in their engagement position, see FIGS. 3a, 3band 4. The detent surface 82 is formed by a region, adjacent to thedetent opening 68, of the top side of the lever arm 67 of the secondlock element 65. Accordingly, the detent lug 80 of the third lockelement 78 prevents the second lock element 65 from being rotatedanticlockwise about the fourth rotary axle D4 from its engagementposition into its non-engagement position by the force of the spring 77.

Furthermore, the third lock element 78 comprises a second actuationelement 84. The second actuation element 84, which extends through anopening 85 formed in the base plate 44 of the engagement device 18, isconfigured to, during the disarming of the emergency slide 13, beactuated by the mechanism 16 in order to move the third lock element 78from its engagement position, shown in FIGS. 1, 3 a, 3 b and 4, into itsnon-engagement position, illustrated in FIG. 2. The third lock element78 is preloaded into its engagement position by the force of a spring86.

If the passenger door 11 is situated in its raised position, as shown inFIG. 1, and the emergency slide 13 is disarmed, the lock apparatus 50 issituated in its unlocking position. The second lock element 65 issituated in its non-engagement position. By contrast, the third lockelement 78 is arranged in its engagement position, but is not inengagement with the second lock element 65.

When the passenger door 11 is lowered, the girt bar 12 comes intocontact with the second lock arm 56 of the lock apparatus 50 and pushesthe second lock arm 56 in the direction of the base plate 44 of theengagement device 18. As a result, the lock apparatus 50 is transferred,clockwise about the third rotary axle D3, from its unlocking positioninto its locking position, see FIG. 2. The receiving portion 28 of theholding element 22, which is situated in its holding position, isreceived in the opening 85 in the base plate 44 of the engagement device18 during the lowering of the passenger door 11. Furthermore, the secondactuation portion 66 formed on the holding element 22 interacts with thesecond actuation element 84 of the third lock element 78. By means ofthe pressure force exerted on the second actuation element 84 by thesecond actuation portion 66 of the holding element 22, the third lockelement 78 is, as shown in FIG. 2, rotated clockwise about the fifthrotary axle D5 from its engagement position into its non-engagementposition counter to the force of the spring 86. Finally, the arrestingelement 24 is, as a result of the lowering of the passenger door 11,transferred from its arresting position into its decoupled position,whereby, as described above, a movement of the holding element 22 fromits holding position into its release position is made possible.

If the arming of the emergency slide 13 is now activated by means of theactivation device 26, the holding element 22 is rotated anticlockwiseabout the first rotary axle D1 into its release position, see FIGS. 3aand 3b . Here, the first actuation portion 64 formed on the holdingelement 22 abuts against the first actuation element 70 of the secondlock element 65. In particular, the first actuation portion 64 exerts apressure force on the contact portion 74 of the first actuation element70, as a result of which the second lock element 65 is rotated clockwiseabout the fourth rotary axle D4 from its non-engagement position intoits engagement position shown in FIGS. 3a, 3b and 4.

As a result, the pin 76 formed on the second lock element 65 isintroduced into the opening 62 of the first lock element 60, which isformed integrally with the lock apparatus 50. Furthermore, during themovement of the second lock element 65 from its non-engagement positioninto its engagement position, the detent lug 80 of the third lockelement 78 is guided through the detent opening 68 formed in the leverarm 67 of the second lock element 65. Here, the rotation of the holdingelement 22 from its holding position into its release position causesthe decoupling of the second actuation portion 66 of the holding element22 from the second actuation element 84 of the third lock element 78.The third lock element 78 is accordingly rotated back anticlockwiseabout the fifth rotary axle D5 from its non-engagement position into itsengagement position by the force of the spring 86.

At the end of the arming process, both the second lock element 65 andthe third lock element 78 is situated in its engagement position, inwhich the detent lug 80 of the third lock element 78 lies against thedetent surface 82 of the second lock element 65 and holds the secondlock element 65 in its engagement position counter to the force of thespring 77. The second lock element 65 in turn, by means of itsinteraction with the first lock element 60, fixes the lock apparatus 50,which is formed integrally with the first lock element 60, in itslocking position. Accordingly, the blocking mechanism 58 blocks the lockapparatus 50 in its locking position, in which it fixes the girt bar 12to the engagement device 18.

If, finally, the passenger door 11 is raised in the armed state of theemergency slide 13, as shown in FIG. 4, the girt bar 12 remains fixed tothe engagement device 18, and consequently to the fuselage portion 2, bymeans of the lock apparatus 50 of the locking mechanism 20. Theemergency slide 13 can deploy, and is securely held on the fuselageportion 2 by means of the interaction of the girt bar 12 with thelocking mechanism 20. By contrast, those components 22, 24 of themechanism 16 which are fastened to the passenger door 11 decouple fromthe girt bar 12 and from the engagement device 18 during the raising ofthe passenger door 11. As soon as the decoupling device 38 of thearresting element 24 is raised from the abutment surface 40 formed onthe base plate 44, the arresting element 24 rotates anticlockwise aboutthe second rotary axle D2 owing to the preload force of the spring 42,until the first arresting device 30 of the arresting element 24 engageswith detent action, as described above, with the second arrestingprojection 36 of the second arresting device 32 of the holding element22, and thus arrests the holding element 22 in its release position.

By contrast, if it is the intention for the armed state of the emergencyslide 13 illustrated in FIGS. 3a and 3b to be eliminated and for theemergency slide 13 to be disarmed, the activation device 26 is activatedagain. In the event of an activation of the activation device 26 for thepurposes of disarming the emergency slide 13, the manual actuation ofthe selector lever however induces a rotation of the holding element 22clockwise about the first rotary axle D1 from its release position shownin FIGS. 3a and 3b into its holding position. Here, the second actuationportion 66 of the holding element 22 of the third lock element 78interacts, whereby the third lock element 78 is moved clockwise aboutthe fifth rotary axle D5 into its non-engagement position shown in FIG.2. As a result, the detent lug 80 of the third lock element 78 decouplesfrom the detent surface 82 formed on the second lock element 65, and thesecond lock element 65 is also rotated anticlockwise about the fourthrotary axle D4 from its engagement position into its non-engagementposition by the force of the spring 77.

As a result, the pin 76 of the second lock element 65 decouples from theopening 62 of the first lock element 60, and the lock apparatus 50,which is formed integrally with the first lock element 60, is rotatedanticlockwise about the third rotary axle D3 from its locking positioninto its unlocking position by the force of the spring 52. The blockingmechanism 58 is consequently configured to, during the disarming of theemergency slide 13, be actuated by the mechanism 16, that is to say, bythe second actuation portion 66 formed on the holding element 22, inorder to eliminate the blocking of the lock apparatus 50 in its lockingposition.

If the passenger door 11 is now raised, the girt bar 12 is driven alongby the receiving portion 28 of the holding element 22 and is thussecurely fixed to the passenger door 11 again. Furthermore, thearresting element 24 rotates anticlockwise about the second rotary axleD2 owing to the preload force of the spring 42, until the firstarresting device 30 of the arresting element 24 engages with detentaction, as described above, with the first arresting projection 34 ofthe second arresting device 32 of the holding element 22, and thusarrests the holding element 22 in its release position, as soon as thedecoupling device 38 of the arresting element 24 is raised from theabutment surface 40 formed on the base plate 44.

The door arrangement 10 described here is advantageous, in particular,with regard to at least some of the following points:

-   -   The girt bar is fixed to the engagement device already        immediately during the arming of the emergency slide. An        additional locking step that first takes place during the        activation of the emergency slide is thus avoided.    -   The connecting arrangement has a small number of individual        components and therefore a low weight.    -   During the arming of the emergency slide, the girt bar remains        in its position in relation to emergency slide, door and        fuselage portion.    -   Relatively low complexity of the connecting arrangement, with a        positive effect on production and assembly times.    -   Robust interface between door, girt bar and fuselage portion        with regard to handling and tolerance effects.    -   Shorter/fewer production and maintenance times/interruptions.

While at least one exemplary embodiment of the present invention(s) isdisclosed herein, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thisdisclosure. This disclosure is intended to cover any adaptations orvariations of the exemplary embodiment(s). In addition, in thisdisclosure, the terms “comprise” or “comprising” do not exclude otherelements or steps, the terms “a” or “one” do not exclude a pluralnumber, and the term “or” means either or both. Furthermore,characteristics or steps which have been described may also be used incombination with other characteristics or steps and in any order unlessthe disclosure or context suggests otherwise. This disclosure herebyincorporates by reference the complete disclosure of any patent orapplication from which it claims benefit or priority.

1. A door arrangement for an aircraft segment, which door arrangementcomprises: a passenger door, a fuselage portion accommodating thepassenger door, wherein the passenger door is movable relative to thefuselage portion between a raised position and a lowered position, and agirt bar for arming and disarming an emergency slide, which girt bar isconnectable by means of a connecting arrangement to at least one of thepassenger door or to the fuselage portion, wherein the connectingarrangement comprises a mechanism which is configured to, during armingof the emergency slide, actuate a locking mechanism of an engagementdevice fastened to the fuselage portion, such that the girt bar is fixedin a decouplable manner to the engagement device.
 2. The doorarrangement according to claim 1, wherein at least one of: the mechanismof the connecting arrangement is configured to connect the girt bar tothe passenger door in a disarmed state of the emergency slide, or theengagement device of the connecting arrangement is configured to connectthe girt bar to the fuselage portion in an armed state of the emergencyslide.
 3. The door arrangement according to claim 1, wherein themechanism of the connecting arrangement is furthermore configured to,during disarming of the emergency slide, actuate the locking mechanismof the engagement device fastened to the fuselage portion, such that thelocking mechanism is unlocked.
 4. The door arrangement according toclaim 1, wherein the connecting arrangement is configured to, during thearming of the emergency slide, hold the girt bar positionally fixedrelative to the passenger door situated in the lowered position.
 5. Thedoor arrangement according to claim 1, wherein the mechanism comprises aholding element which is fastened to the passenger door and which isrotatable about a first rotary axle relative to the passenger doorbetween a holding position and a release position, wherein the holdingelement is configured, in the holding position, to connect the girt barto the passenger door and is configured, in the release position, torelease the girt bar, and wherein the holding element comprises at leastone of: a receiving portion which is arranged in a region of a first endof the holding element and which is configured to receive the girt bar,and hold the girt bar in a position relative to the passenger door, whenthe holding element is situated in the holding position in a disarmedstate of the emergency slide, or a first actuation portion which isarranged in a region of a second end of the holding element and which isconfigured to actuate the locking mechanism of the engagement devicesuch that the girt bar is fixed in a decouplable manner to theengagement device when the holding element is rotated about the firstrotary axle relative to the passenger door from the holding positioninto the release position during the arming of the emergency slide. 6.The door arrangement according to claim 5, wherein the receiving portionof the holding element comprises a second actuation portion which isconfigured to actuate the locking mechanism of the engagement devicesuch that the locking mechanism is unlocked when the holding element isrotated about the first rotary axle relative to the passenger door fromthe release position into the holding position during the disarming ofthe emergency slide.
 7. The door arrangement according to claim 5,wherein the mechanism comprises an arresting element which is fastenedto the passenger door and which is rotatable about a second rotary axlerelative to the passenger door between at least one arresting positionand a decoupled position, wherein the arresting element is configured,in the arresting position, to arrest the holding element in at least oneof the holding position or the release position and is configured, inthe decoupled position, to permit a rotation of the holding elementabout the first rotary axle, and wherein the arresting elementcomprises: a first arresting device which is arranged in a region of afirst end of the arresting element and which is configured to engagewith a complementary second arresting device of the holding element inorder to arrest the holding element in at least one of the holdingposition or the release position when the arresting element is situatedin the arresting position, or a decoupling device which is arranged in aregion of a second end of the arresting element and which is configuredto, during the lowering of the passenger door, abut against an abutmentsurface, which is formed on the engagement device, to rotate thearresting element about the second rotary axle from the arrestingposition into the decoupled position.
 8. The door arrangement accordingto claim 5, which furthermore comprises: an activation device which isconfigured to activate the arming and disarming of the emergency slide,wherein the activation device is configured to trigger a movement of theholding element between the holding position and the release position.9. The door arrangement according to claim 1, wherein the engagementdevice comprises a holding portion in which a receiving recess isformed, wherein the receiving recess is configured to receive the girtbar.
 10. A door arrangement according to claim 1, wherein the lockingmechanism of the engagement device comprises: a lock apparatus which isrotatable about a third rotary axle between an unlocking position and alocking position, wherein the lock apparatus is configured, in theunlocking position, to permit a decoupling of the girt bar from theengagement device, and is configured, in the locking position, to fixthe girt bar to the engagement device, and a blocking mechanism which isconfigured to at least one of: during the arming of the emergency slide,be actuated by the mechanism to block the lock apparatus in the lockingposition, or during the disarming of the emergency slide, be actuated bythe mechanism to eliminate the blocking of the lock apparatus in thelocking position.
 11. The door arrangement according to claim 10,wherein the lock apparatus is configured to, during the lowering of thepassenger door in a disarmed state of the emergency slide, interact withthe girt bar such that the lock apparatus is rotated from the unlockingposition into the locking position.
 12. The door arrangement accordingto claim 10, wherein the lock apparatus comprises at least one of: afirst lock arm which extends from the third rotary axle and which isconfigured to engage over the girt bar in a lowered state of thepassenger door, or a second lock arm which extends from the third rotaryaxle and which is configured to engage under the girt bar in the loweredstate of the passenger door.
 13. The door arrangement according to claim10, wherein the blocking mechanism comprises: a first lock element whichis formed on the lock apparatus and which extends from the third rotaryaxle of the lock apparatus, a second lock element which is ofcomplementary design with respect to the first lock element and which isrotatable about a fourth rotary axle between a non-engagement positionand an engagement position, wherein the second lock element, in thenon-engagement position, releases the first lock element to eliminatethe blocking of the lock apparatus in the locking position, and, in theengagement position, is in engagement with the first lock element toblock the lock apparatus in the locking position, and a third lockelement which is rotatable about a fifth rotary axle between anon-engagement position and an engagement position, wherein the thirdlock element, in the non-engagement position, releases the second lockelement to permit a rotation of the second lock element from theengagement position into the non-engagement position, and, in theengagement position, is in engagement with the second lock element tofix the second lock element in the engagement position.
 14. The doorarrangement according to claim 13, wherein at least one of: the secondlock element comprises a first actuation element which is configured to,during the arming of the emergency slide, be actuated by the mechanismin order to move the second lock element from the non-engagementposition into the engagement position, or the third lock elementcomprises a second actuation element which is configured to, during thedisarming of the emergency slide, be actuated by the mechanism in orderto move the third lock element from the engagement position into thenon-engagement position.
 15. An aircraft segment which comprises a doorarrangement according to claim 1.